Sparking mechanism for internal-combustion engines



Patented Jan. 6,

REGINALD J. xosrnn, or

SPARKING MEG NEW YORK, 11.

Y., ASSIGNO'R OF ONE-HALF TO FRED. E.-

BRIGHT, OF NEW YORK, N. Y.

Application filed May 28,

To all whom it may concern:

Be it known that L'REGINALD J. Kos'inn, a subject of the King of Great Britain and Ireland, residing at New York, in the county have invented certain new and useful Improvements in Sparking Mechanism for Internal- Combustion Engine is a specification,

s, of which the following reference being had therein to the accompanying drawing.

This invention relates to spark plugs employed in internal ignite the explosive the invention being construction which will be effective simple combustion engines to charge, the ob ects of to provide a device of in operation and economical in current consumption, and in which the sparking surfaces will be maintained in clean condition free from the accumulation of carbon. lNith these and other ob ects in view, my invention consistsmainly in a spark plug embodying a single signed to cooperate,

electrode which is dein producing the spark,

with an extended surface forming a part of the engine structure,

of maximum conductivity will have a path free from any breaks ,or

whereby the current joints, and whereby the sparking surfaces will be maintained in clean unfouled condition.

In the accompanying drawings:

Fig. upper end of the 1 is a vertical section through the engine structure of 'an internal combustion engine, having my in. vention embodied therein. Fig. 2 is a horizontal sectional plan v ew on the line a-a of Referring to the 1 designates the Fig. 1. drawings engine structure of an internal combustion engine, said structure being provided with a power cylinder 2 in which a piston 2 slides.

The upper end of the cylinder is closed by a head 3 which projects laterally beyond the cylinder over a flat extended por tion 4 integral with the engine structure, thereby forming a valve or combustion chamber is formed with an 5, the bottom of which inlet port and'with an exhaust port controlled respectively valves 8 and 9.

The spark plug,

meral 10, comprises a cylindrical sleeve designated by the nuin the present instance 11 threaded exteriorly and screwed in place in a threaded opening in the cylinder hea d centrally over the flat HANISM FOB INTERNAL-COMBUSTION .ENGINES.

1921. Serial No. 473,252.

extended surface of the bottom 4 of the valve chamber at a point between the two valve openings. An insulating body 12 is fixed within the sleeve 11 and is provided with an opening therethrough to i'eceive'the electrode '13 of the spark plug, which insulating body may be of any suitable insulating material such as porcelain, fiber and the like,the lower end of said body projecting below the end of the sleeve and being rounded as at 12 The electrode 13 is straight throughout its extent and is threaded exteriorly as at 13 and extends at both ends beyond the insulating body, its lower end being adapted to cooperate with the flat extended bottom of the valve chamber in forming the spark, which bottom thus forms in effect a second electrode, between which and the end of the electrode 13, the spark is formed. At its upper end the 111- sulating body has a head 15 applied to it containing a central threaded opening in which the electrode is screwed, and the upper portion of the head is slitte-d to form flexible sections adapted to be clamped tightly against the threadedportion of the electrode tohold it in its adjusted position. This head is tapered and threaded externally, and 'a lock nut 16 is provided with a taperedthreaded opening to screw on the head and clamp the flexible sections thereofagainst the electrode. This tapered opening in the nut is continued on through the nut in the form of a cylindrical unthreaded 'open-' ingf16 which surrounds the threaded por-- tion of the electrode without engaging it, so as not to disturb the adjusted position of the electrode when the nut is screwed up to look the same. By reason of the construction described, the electrode 13 may be adjusted in the spark plug structure so as toestablish and maintain a proper distance between its sparking end and the flat sparking surface on the bottom of the valve chamber, such adjustment being effected byturning the same by means of a knurled head 14, after first unscrewing the locking nut 16; and when the proper adjustment has been effected, the locking nut is again screwed up'so as toclamp the sections of the head 15 against the threaded portion of the'electrode.

One of the terminals of the sparking circuit will be connected as usual to the elec trode 13, While the other terminal will be connected as usual with theengine structure, and the electric circuit will have an uninterrupted path through the electrode 13 and throughthe engine-structure to the point where the spark is formed, andas the path thus constituted by the electrode and engine structure will be free from breaks or joints, the circuit will possess a maximum degree of conductivity and will thereby pre vent any loss or waste in the current and will insure a: spark ofmaximum vitality'and effectiveness:

It is found; in actual practicethat with,

the parts arranged as aoove described, in which the electrode ofthe spark plug cooperates with its sparking end with a flat extended surface on-the engine structure as constituted by the flat bottom of the'valve chamber, the sparking surfaces are maintained in a clean unfouled condition, free from the accumulation of carbon, the flat surface on the bottom of the valve chamber where it surrounds the end of the electrode 13,. and where the formation of the'spark takes place,- being for a considerable areabright and clean and wholly free from sootor carbon.

It will be observed that the extended surface on the enginestructure'with which the electrode 13- cooperates in producing thespark, is in free and opencommunication with the interior-of the'cylinder and is exposed and opento the free-flow ofthe gases, and is not surrounded by any parts orprojections which would act to pocket and conline, the gases around the active spark producing surfaces and thereby favor the collection and accumulation ofcarbon.

While in the accompanying drawings and in the foregoing description the electrode is shownas cooperating in formingthe spark, with the flat bottom of the valve ohainber of the engine structure, it is manifestthat the electrode may be applied in other positions with good results, provided that in suchother positions the electrode constituted by the engine structurewill consist of some extended portion of the same, as distinguished from a limited surface, such for instance as would be constituted by a pointed projection of said engine structure, the essence of the invention in this-respect resid ing in a sparking surface on the engine structure and of an extended area 'as distinguished froma projecting point or. pocket or closely circumscribedsurface. I am not prepared to state definitely and exactly the reasons why the cooperation ofthe electrode 13 with such a generally flat surface gives the advantages and results which in practice have been found: to follow, and due to which the sparking surfaces are maintained in a clean unfouled condition. Suffice it to say that the advantages claimed have been found to result from the arrangement described, and I believe myself towbe the first to provide a spark plug-wvith a single electrode and to apply the same at such a point or position, on-vtheiengine structure that it will cooperate,.in forming the spark, with an extended surface on said engine structure.

In establishing a proper interval between the end of the electrode 13 and the bottom of the-valve chamber, the electrode is first screwed down so as to contact with the bottom, and it is then unscrewed a partial turn by means of the head 14, which head may be provided with an 'indicatin-g mark 14k to enable the-head to beturn-edthe proper distance to secure'the desired interval of separation. lVith the threads on-the electrode of a known predetermined pitch, any desired interval of'separation may be readily determined by the degreeof'movement of the indicating mark fronr its; initial position with the electrode-in contact with thebottoin of the valve chamber. In this way a very accurate adjustment of the electrodemay be effected from' the outside and without the necessity of removing the plug structure as a whole from the engine-structure. The fea ture of theadjustability of'the electrode as above described is of particular -importance and advantage in connection with engines having a number of power cylinders, since it enables the electrodes of the individual cylinders to be adjusted independently of each other to vary the sparkingintervals, accord ing to the: variation of compression in the different cylinders, and in accordance with oth-erchangi-ng conditions. The adjustment of the electrode for this purpose may be effected while the engineis in operation, and in these circumstances, in: order to prevent any shock from-thecurrentg a portable cap A of flexible rubber or other insulating ma terial may-be carried by the-operator andapplied to the knurledihead 14 of the electrode when the adjustment: isto be effected.

While I have shown and described n carrying out my invention, the use: ofv a spark plug in which the electrode is adjustable from the outside,.andwhile this'particular feature of the spark plug possesses the advantages above enumerated, it is not neces sary nor essential to my: invention, and per se forms no part of my invention, as it is manifest that a spark plug with a non-adjustable or fixed electrode couldibe employed in cooperative relation to an extended portion of the engine structure in carryingnout my invention, with allthe advantages result ing from suchcooperation, in so, fanas the high conductivity of the currentipath and the abilityto maintain the sparking surfaces in clean unfouled and effective condition for the production of'a spark of the maximum vitality, are concerned.

In the foregoing description: and accomloo Ill)

panying drawings I have set forth my invention in the particular detailed form and relation of the parts which in practice has been found to answer to a satisfactory degree the ends to be attained, but it will be manifest that these details may be variously changed and modified without departing from the spirit of the invention; and further it will be understood that the invention is not limited to any particular form or construction of the parts except in so far as such limitations are specified in the claims.

Having thus described my invention, what I claim is:

1. In an internal combustion engine, and in combination with the engine structure provided with a power cylinder and with a valve chamber in free and permanent communication with the cylinder, said valve chamber having a flat fixed bottom portion, and a sparking electrode sustained by the engine structure with its end in cooperative sparking relation to saidflat portion of the valve chamber. 7

2. In an internal combustion engine, and in combination with the engine structure provided with a power cylinder and with a communicating valve chamber having inlet and exhaust valves in the bottom thereof, a

sparking electrode sustained by the engine structure with its end in cooperative relation with the bottom of the valve chamber at a point thereof between the two valves.

3. In an internal combustion engine, and in combination with the engine structure provided with a power cylinder and with a valve chamber, said valve chamber having an extended fixed bottom portion, a sparkmg electrode sustained by the engine structure and having its end in cooperative relation to the bottom of the valve chamber.

In testimony whereof, I have affixed my signature hereto.

REGINALD J. KOSTER. 

